Valve mechanism for steam-engines



(No Model.) 1 2 Sheets-Sheet 1.

T. H. HABERKORN & J. A. HALEY.

VALVE MECHANISM FOR STEAM ENGINES.

N0. 555,858. Patented Mar. 3, 1896;

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MAM/F vPHOTO LITHO WASHINGTGNJC rm Model.) 2 Sheets-Sh eet 2.

T. H. HABERKORN" &. J'. A. HALEY. VALVE MECHANISM IOR STEAM ENGINES.

No. 555,858. Patented M51. 3, 1895.

llNiTEn STATES "PATENT DFFICE.

THEODORE ll. HABERKORN AND J OSEPH HALEY, OF FORT VAYNE,

INDIANA.

VALVE MECHANISM FOR STEAM-ENGINES.

SPECIFICATION forming part of Letters Patent No. 555,858, dated March 3, 1896.

Application filed June 22, 1895.

To all whom it may concern.-

Be it known that we, THEODORE H. HABER- KORN and JOSEPH A. HALEY, of Fort Wayne, in the county of Allen and State of Indiana, have invented certain new and useful improvements in Valve Mechanism for Steam- Engines; and we do hereby declare the fol lowing to be a full, clear, and exact description of the invention such as will enable others skilled in the art to which it appertains to make and use the same.

Our invention relates to improvements in valvemechanism for steam-engines, the object being, first, to provide a positive cut-off for the steam being admitted to the cylinder at any intermediate point of piston-stroke; secondly, to provide for the expansion of the admitted steam in the cylinder to the end of the piston-stroke for any given cut-off, thereby using the steam with the greatest economy; thirdly, to provide a valve motion that is adapted to be successfully used for high-speed reversible engines, especially locomotives; fourthly, to provide for great and rapid port opening and port-closing for the shortest cutoifs, so as to obtain boiler-pressure in the cylinder with the greatest piston-speed, and to exhaust until, or approximately until, the end of the piston-stroke, and thereby avoid objectionable air-compression or retarding power, and avoid any liability of said retarding power exceeding the boiler-pressure at short cut-offs.

In the accompanying drawings, Figure l is a side elevation of our improved valve mechanism attached to a locomotive reversible engine employing eccentrics and link motion, the steam cylinder and valves being shown in central longitudinal section. Fig. 2 is a side elevation in central longitudinal section of the cylinder and valves, showing the same on a larger scale than exhibited in Fig. 1. Fig. 3 is a section on line 3 3, Fig. 1, looking in the direction of the arrow.

Referring to the drawings, A designates the main shaft or driving-axle; a, the crank-pin; B, the forward or go-ahead eccentric; G, the backup eccentric; D, the link of the link mo tion 3 E, the saddle from which the link, at its central portion, is supported; F, the suspension-links or hangers from which the link- Serial No. 553,697. (No model.)

bearing saddle is suspended from the hangerstud f; I), the strap of the forward or go-ahead eccentric; b, the rod connecting said strap with the upper end of link D; c, the strap of the back-upeccentric; c, the rod connecting the strap 0 with the lower end of link D, and the crank-pin, Fig. 1, being shown upon its forward center with the full parts of both eccentrics advanced toward said pin, all whereof are well understood by those skilled in the art.

In order to provide for a true reversible movement link D is a double link of the stationary typethat is, the link is provided with two blocks or slides G and Ill located within and adapted to operate endwise of the slot of link A, but in adjacent vertical planes. The slot in the link is enlarged laterally at its central portion, as at (Z, which enlargement of the slot is engaged by flanges g and 71, formed upon the inner or opposing ends of the different link-blocks, respectively, by which construction endwise displacement of said blocks is prevented.

I designates the steam-cylinder; I, the front 7 5 head of said cylinder; 1 the rear head of the cylinder; i, the forward steam -port of the cylinder, which port communicates with the forward end of the chamber of the cylinder;

'21, the rearward steam-port of the cylinder, which port i communicates with the rear end of the cylinder-chamber; 2' the exhaust-port of the cylinder; J, the piston operating within the cylinder; J", the piston-rod; K, the valvechest at the top of and rigid with the cylinder; 8 5 L, the main slide-valve adapted to reciprocate endwise of the valve-chest; K, the seat for said valve, which seat is formed upon the bottom of the chamber of the chest; L the stem of said valve; Z, the steam-port in the go forward end of valve L; Z, the steam-port in the rear end of said valve; Z the exhaustcavity in the central portion of the valve, and the arrangement of parts is such that the exhaust-port i of the steam-cylinder leads from 5 the central portion of valve-seat K, that the steam-ports '2' "L" of the cylinder shall lead from the valve-seat a suitable distance forwardly and rearwardly, respectively, of said exhaustport, and that the exhaust-cavity in valve L 10:: shall span exhaust-port i and bridges formed between port 1' and steam-ports i i when the valve stands in its central position, and shall be adapted to communicate with ports 1' and e" alternately in the operation of the valve.

M designates the cut-off valve that is adapted to reciprocate within the steam-chest in a plane parallel to the plane in which the main valve operates and above or at the outer side of the main valve, and M designates the stem of said cut-off valve. A horizontally-arranged and stationary double valve-seat forming plate N is interposed between the two valves. The outer surface of said plate constitutes the seat for the cut-off valve. Plate N is supported in any suitable manner, but rests preferably upon or against and forms a seat for the upper or outer side of the main valve and is held from endwise displacement bylugs K engaging opposite ends, respectively, of the plate and formed upon the steam-chest. Plate N is provided with two ports a 97., extending through the plate near opposite ends, respectively, of the latter.

The arrangement of parts is such that the forward steam-port in the main valve shall, during the rearward movement of said valve, communicate with the forward steam-ports in the steam-cylinder and plate N and the rear steam-port in said valve shall, during the forward movement of said valve, communicate with the rear steam-ports in said plate and cylinder. The arrangement of parts is also such that the cut-off valve shall alternately close the ports a and a in plate N, and hence said cut-oft valve controls the admission of steam to opposite ends of the chamber of the steam-cylinder. The steam-chest is provided in any approved manner with two steam-in lets K K, arranged at opposite ends, respectively, of the chest and adapted to communicate with the forward port and rearward port, respectively, in plate N.

The mechanism for operating the valves is shown to be as follows: The stems of the two valves extend through stufling-boxes K provided about the stems at the rear end of the steam-chest. The stem of the cut-off valve is operatively connected,at its outer end,with an upright arm 0 of a rocker-shaft O, that has a depending arm 0 operatively connected at its lower end, by means of arod or bar 0 with the lower link-block, II. The stem of the main valve is operatively connected, at its outer end, with an upright arm P of a rocker-shaft P, that is provided with a depending arm P operatively connected at its lower or outer end, by means of a rod or bar P with the upper link-block, G. Red or bar 0 is operatively connected, at or near link D, by means of a lever mechanism 0', with the cut-off rod 0 that leads to the cut-off lever, (not shown,) and rod or bar P is operatively connected, by means of suitable lever mechanism P, with the reversing-rod P that leads to the reverselever. (Not shown.) It will be observed that the engine is reversedby shifting rod or bar P from one end of link D to the opposite end of said link.

As already indicated, Fig. 1 of the drawings shows the engine on its forward center going forward. The go-ahead eccentric B operates rod or bar P and the latter, through the lever mechanism operatively connecting it with the stem of the main valve, moves said valve its full traverse travel, which would cause the steam to enter the cylinder until the stroke of the piston was completed and then exhaust; but it will be observed that the back-up eccentric D is engaged in operating bar or rod 0 which moves the cut-off valve in a direction opposite to the direction in which the main valve is moved, which cut-off valve is shown closing the forward port a in plate N and thereby cutting off communication between the steam-chest and forward end of the cylinder, and hence, with red or bar 0 in the position shown, or in the extreme opposite position from the position of rod. or bar P, the finest cut-off and great port-opening are at tained. The nearer rod or bar 0 is shifted toward rod or bar P the longer the cut-o'lf. Should the two rods or bars 0 and P be caused to work parallel with each other at the extreme end of the link, or, in other words, should one eccentric alone operate the two valves, steam will be admitted during the full stroke of the piston. It will, therefore, be observed that the travel of the main valve is not changed and only cuts elf in full stroke, but it always controls the initial admission of steam to the cylinder and the exhaust at the end of the stroke, and, should some compression or retarding force be desired, rod or bar P can be shifted a trifle toward the center of the link, so as to shorten the travel of the main valve.

The cut-off valve only performs the function of cutting off the admission of steam at any desired point of the piston-stroke, and we would here remark that should the cut-off valve be enlarged to have a lap in proportion to the lower or main valve the shortest cutoff would be obtained with rod or bar 0 near the center of link D, in which case, however, the opening and closing of the ports would be slower. Seat or plate N might be supported directly from the steam-chest, but as the outer or cut-off valve is perfectly balanced, through which the inner or main valve becomes also balanced, the construction illustrated in Figs. 1 and 2, wherein said seat or plate rests upon the main valve, is preferable. It will also be observed that link-blocks G and H, with bars P and 0 attached thereto, respectively, pass each other when shifted in the opposite direc tion, and it will furthermore be observed that the motion which operates the cut-off valve is obtained from the in ain-valve motion with out interfering with the latter in any manner.

lVe would remark that ported plate N is of course faced both on its upper side and lower sidethat is,constitutes a double valveseat, as already indicatedand the valves are constructed to nicely fit said faces or wearingsurfaces of the ported plate, so as to form IIO steam-tight joints between said plate and the valves.

What we claim is- 1. The combination of the steam-cylinder and two steam-ports communicating with opposite ends, respectively, of the cylinderchamber; piston within the cylinder; steamchest rigid with the cylinder and provided with two steam-inlets; main valve for controlling the aforesaid cylinder-ports and cut-off valve at the outer side of the main valve, of a plate interposed between the two valves, said plate being faced on opposite sides to form valve-seats and having two steam-ports located a suitable distance apart, and inechanism for simultaneously actuating the valves, but in opposite directions, respectively, the arrangement of parts being such that the forward steam-port, in the aforesaid plate, shall be placed in communication with the forward steam-port in the cylinder during the rearward movement of the main valve, and the rearward steam-port in said plate shall communicate with the rearward steamport in the cylinder during the forward movement of the main valve, substantially as set forth.

2. The combination of the steam-cylinder provided with two steam-ports communicatin g with opposite ends,respectively,of the cylinder-chamber and an exhaust-port between the steam-ports, piston within the cylinder, steam-chest rigid with the cylinder and provided with suitable steam-inlets, main valve next to the cylinder, said valve being pro vided, at its central portion, with the usual exhaust-cavity adapted to establish communication between the exhaust of the cylinder and the one or the other steam-port of the cylinder according as the valve is moved in the one direction or the other, and said valve being provided with two steam-ports located a suitable distance apart, cut-off valve at the outer side of the main valve, a plate between the valves, said plate being faced on opposite sides to form valveseats and having two steam-ports located a suitable distance apart,and mechanism for sim nltaneou sly actuating the valves but in opposite directions, respectively, all arranged and operating substantially as shown, for the purpose specified.

3. The combination of the steam-cylinder provided with steam-ports '6 and v1 and exhaust-port 2' piston Within the cylinder, valvechest rigid with the cylinder, main valve within the chest and arranged to slide next outside of the cylinder, said valve being provided with two steam-ports Z and Z and exhaust-cavity Z cut-off valve arranged at the outer side of the main valve, a stationary plate N interposed between the two valves, said plate being faced on opposite sides to form a double valve-seat, and provided with steam-ports n and n, steam-inlets K and K for admitting steam to opposite ends, respectively, of the steam-chest, and mechanism for actuating the valves but in opposite directions, respectively, all arranged and operating substantially as shown, for the purpose specified.

4. The combination of the steam-cylinder provided with two steam-ports '5 and z" and exhaust-port i piston within the cylinder, val ve-chest rigid with the cylinder, main valve within the chest and next to the cylinder, said valve being provided with two steamports Z and Z* and exhaust-cavity Z cut-off valve within the steam-chest and at the outer side of the main valve, a stationary plate loosely interposed between the two valves, said plate being faced on opposite sides to form a double valve-seat, and provided with two steam-ports n and a, suitable means for preventing endwise displacement of said plate,and mechanism for actuating the valves but in opposite directions, respectively, all arranged and operating substantially as shown, for the purpose specified.

In testimony whereof we sign this specification, in the presence of two witnesses, this 4th day of May, 1895.

THEODORE H. IIABERKORN. JOSEPH A. I-IALEY. lVitnesses H. R. KUHNE. PAUL F. KUHNE. 

